Means and method for starting airplane engines and the like



June 5, 1923.

2 Shets-Sheet 1 Filed Jan. 1919 INVENTOR JOSE PH BIJUR 2% ATTORNEY- June 5, 1923.

J. BIJUR MEANS AND METHOD FOR STARTING AIRPLANE ENGINES AND THE LIKE Filed Jan. 1919 2 Sheets-Sheet 2 INVENTOR JOSEPH BIJLJR ATTORNEY Patented June 5, 1923.

UNITED STATES PATENT OFFICE.

JOSEPH BIJUR, OF NEW YORK, N. Y., ASSIGNOR TO IBIJ'UB MOTOR APPLIANCE COMPANY, A CORPORATION OF DELAWARE.

MEANS AND METHOD FOR STARTING AIRPLANE ENGINES AND THE LIKE.

Application filed January T all whom it may concern:

' Be it known that I, JOSEPH Burns, a citizen of the United States, and a resident of the borough of .Manhattan: in the clty, county, and State .of New York, have 1nvented an Improvement in. Means and Methods for Starting Airplane Engines and the like, of which the following is a specification.

This invention relates to aircraft, more particularly to a method and means for starting an airplane.

One of the objects thereof is to provide efficient, simple and reliable means for starting an airplane engine which shall not materially hamper the flight of the machine.

Another object is to provide means of the above type which shall ,be safe to operate, and whose action shall be automatic.

Another object is to provide an easy and reliable method for starting an airplane, the execution of which method shall require apparatus of relatively small weight carried by the machine.

Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly consists in the features of construction, combinations of elements and arrangement of parts which will be exemplified in the construction hereinafter set forth, and the scope of the application of which will be indicated in the following claims.

In the accompanying drawings, wherein are shown one or more of various possible embodiments of the several features of this invention, Fig. 1 is a side view of an airplane partly in section with one form of my invention applied thereto, parts of the cables being shown cut away to more clearly disclose the construction. Fig. 2 is a sectional detail view on a larger scale transverse of Fig. 1 andfpassing through the axes of my connectors. Fig. 3 is a sectional view of one of my connector elements, taken longitudinally of the airplane. Fig. 4 is a fragmentary side view of an airplane partly in section with another form of my lIIVGIItlOIl applied thereto. Fig. 5 is a sectional detail view on a larger scale showing part of the transmission. Fig. 6 is a sectional detail view of my connector. Similar reference characters refer to similar parts throughout the several views of the drawings.

R, 1919. Serial N0. 270,236.

As conducive to an understanding of this invention, it may be noted that power starters are particularly desirable in connection with airplanes to bring about quick and convenient starting, and to overcome the danger to life and limb attending the usual method of hand-cranking by manually rotating the propeller. In bringing about convenience and reliability of starting an alrplane engine, excessive weight of starting apparatus carried by the airplane is very objectionable and lightness in weight and sim licity are of corresponding importance. aving reference now to the form of the invention shown in Figs. 1, 2 and 3, there is shown the general outline of an airplane comprising a fuselage 1, a landing gear 2, an engine supporter 3 in the enginebay 4 of the fuselage, the sup-porter 3 bearing the engine 5 preferably of the stationary type. Driven by the engine 5 through any desirable power transmission, there is a propeller 6. Further details of the airplane construction are substantially immaterial to this invention and need not be described.

For the purpose of starting the airplane engine I provide any desired form of light and efiicient electric starting motor, preferably secured to and carried by the airplane. I preferably provide an electric motor 7 shown in general outline in the drawings which may include a pinion 8 normally out of mesh with a gear wheel 9, fixed with respect to the propeller 6, said pinion 8 and gear ring 9 being adapted to mesh for the purpose of transmitting a cranking tor ue to the engine by way of gear ring 9. he specific details of starting motor 7 taken by themselves are not a part of my present invention and need, therefore, not be further set forth here. It may simply be noted that the motor is preferably constructed to bring about automatic/meshing between pinion 8 and geared ring 9 upon starting of the motor, and to bring about automatic denieshinq upon starting of the engine. The specific details of starting motor 7 are set forth and claimed in the copending application of Joseph Bijur, Serial No. 224,494, filed March 25th, 1918. Other forms of starting motor may be employed and other mountings of the starting motor with respect to the engine may be found desirable, but it is to be understood thatthe specific construction and the specific manner of application set forth constitute a preferred form.

One terminal of the motor 7 is preferably grounded to the engine as shown at 10 and the other terminal 11 is preferably connected by means of a cable 12 to contact 13 of any form of starting switch 14, preferably mechanical, conveniently arranged for operation by the pilot occupying seat 15, The other terminal 16 of switch 14 is preferably connected by a piece of cable 17 to an element 18 of an electrical connector accessible from the exterior of the fuselage and to be more fully described below. Another short piece of cable 19 preferably connects an electrical connector 20 similar to 18 and similarlv mounted, to an adjoining part of the engine frame as, for instance at 21.

For supplying starting current to the motor 7, '1 preferably provide a storage battery 22, preferably sunk in a well 23 in the ground and having leads 24 and 25 emergmg from conduit 41 and terminating in plugs 26 and 27 which plugs preferably cooperate respectively with members 18 and 20 to form an electrical connection.

The electrical connectors 1826 and 20 27 are preferably electrical connectors of the quick detachable type, and any of numerous forms of this type of connector may be used.

I have shown in Figs. 1, 2 and 3 of the.

upper surface of lath 31. Cables 17 and 19 from the motor preferably extend through openings 34 and 35 respectively in the lath and are soldered or otherwise connected with elements '18 and 20 respectively to form a re liable electrical connection. As the construction of the two connectors are shown to be identical the further description will be confined to the connector 18-26. Element 18 is preferably in the form of a socket, opening to the exterior at its lower end. This socket is preferably formed with an internal shoulder 36, a thimble member, snugly fitting into the outer end of the socket and having a flange 3S resting against the shoulder 36. A coil spring 39 is preferably disposed within the thimble 37 and with one of its ends pressing against the lower surface resting against shoulder 36 and the external lower surface of the thimble, flush with the surface of the fuselage. As shown in FlgS. 1 and 3, the socket member of the con ector is preferably oblique in form for a which will appear more fully .belo plug members 26 and 27 which a respectively connected electrically with cables 24 and 25 are preferably formed f r convenience of operation as a single t '0 contact plug. The specific construction f insulating casing 4() which may by way of example serve to retain the plugs 26 and 27 in proper relative position is immaterial to this invention. A strain-relieving wire 42 may, if desired, be attached to casing 40 terminating preferably in a hook 43, cooperating with staple 44 in proximity to conduit 41. This wire may be provided with a turnbuckle 45 to adjust its length.

In operation, assuming the airplane to be located in proper position in the hangar or flying field, the conduit 41 being substantially in the central plane of the airplane, the mechanic inserts the plug 40 so that the plug contacts 26 and 27 respectively enter sockets 18 and 20 pressing the thimbles 37 into their sockets against springs 39. The plugs are preferably made to fit snugly within their cooperating sockets so as to produce a fric tional engagement sufficient to maintain effective electrical contact against the tendency of springs 39 to cause separation. The pilot having made preliminary ignition and other adjustments, then depresses starting switch 14, closing an electrical circuit from one terminal of the battery through cable 24, plug 26, the cooperating socket 18, cable 17, switch contact 16, switch 14, switch contact 13, cable 12, contact 11, motor 7, ground contact 10, through the frame of the machine to contact 21, cable 19, socket 20, plug contact 27 and cable 25 back to the battery. The motor 7 thereupon starts and ef fects automatic engagement between pinion 8 and gear ring 9. Thereupon the motor cranks the engine. The pilot will then remove his foot from the starting switch, breaking the electrical circuit between the battery and the motor above described, When the airplane itself starts locomotion, the plug 40 being limited by cables 24 and 25, from being carried with the airplane, will be automatically disconnected, allowing the airplane to move under its own power, carrying the starting motor 7, but leaving the battery, cables 24 and 25 and plug 40 behind.

The oblique arrangement of the connectors and the relative shortness of plugs 26 and 27 allows the ready and quick detachment between'the electric plugs and sockets without substantial strain on cables 24 and 25.

If strain relieving wire 42 is used, hook 43 is attached to staple 44 prior to starting.

lVire 42 being shorter than the cable segments projecting-from conduit 41, the pull of the moving airplane in breaking the electrical connection, will be borne by the wire, thus avoiding any tensile strain on the cables.

After the plugs are removed from their sockets, springs 39 press thimbles 37 outwardly, restoring the lower surface of the fuselage to its smooth continuous conformation, and thus, the airplane iii'filght Will not be impeded by any additional drift due to irregularities in its surface, caused by any projection, or depression due to an e eotrical connector element.

It is to be understood that the method of operation above set forth need not be carried out exactly as described. If the pilot maintains his foot upon switch 14 even after the engine has started, the circuit Wlll be broken by the disconnection of plug 40 from the cooperating socket elements and the operation will otherwise take place as above described.

Referring now to the form of my invention shown in Figs. 4, 5 and 6, I have shown a fragmentary view of an airplane slmilar to that shown in Fig. 1, similar parts of the airplane construction in Fig. 4, bearing the same reference numerals as in Fig. 1 except that such numerals are primed.

Cranking 'power for the engine is preferably derived from a motor 107, apart from the airplane. This motor may be of any desired type and may derive its energy in any desired manner. I prefer to employ an electric motor, energized from a source of current 108 when switch 133 is closed. The motor 107 is preferably disposed within a well 109, in the ground and preferably has its rotary shaft vertical, as shown at 110, for reasons appearing more fully below.

To transmit the cranking torque from the motor 107 to the engine, I preferably mount centrally upon the propeller hub a gear ring 111. A pinion 112 is preferably mounted upon a shaft 113 in a manner to permit meshing with gear ring 111, as more specifically appears below. Shaft 113 is preferably, secured to a bevel gear 114, which may be centrally mounted on the rear end thereof, this bevel gear 114 cooperating with a bevel pinion 115 near the upper end of a shaft 116; Shaft 116 may be supported by a collar 117, rigidly connected with the airplane and constituting a bearing for this shaft. The shaft is preferably so disposed as to be in vertical position when the airplane is rigged for starting, as appears in Figure 4. To the lower end of shaft 116 there is preferably secured a jaw clutch -member 117, the fuselage having an opening as at 118 to expose this jaw clutch member. A bearing 119 is preferably provided, enclosing the lower end of the shaft as well as clutch member 117. This bearing in cooperation with sleeve 117 maintains the shaft 116 in a fixed position for rotative operation. The bearing 119 may be secured to the fuselage construction in any desired manner not shown.

The, airplane, prior to starting, is preferably arranged with the shaft 116 in alignment with shaft 110 of the starting motor. Directly connected with shaft 110, I preferably provide a flexible shaft 120 terminatin in a clutch member 121 for cooperation with clutch member 117. A means is preferably provided for frictionally maintaining the clutch elements in co-action against the tendency of gravity to cause separation. This means may consist of a leaf spring element 122 within the clutch member 117 having a bent-up portion cooperating with a depres sion 123 in clutch member 121. The clutch 117121, as is obvious, constitutes a quickdetachable mechanical connector. It will, of course be understood that driving couplings of forms other than the specific clutch described may be used to advantage.

For transmitting power from gear 114 to gear ring 111, I may provide an automatic transmission member preferably of the screw shaft type. The preferred form of this transmission member is substantially the screw shaft mechanism shown in the copending application of Charles Marcus, Serial No. 260,048 filed Oct. 28th, 1918. For applying this mechanism to the airplane, I preferably provide a casting 124 with a flange 125 that may be secured to any convenient part of the engine, in proper proximity to gear ring 111, and provided with bearings 126 and 127 for shaft 113, one in each end of the casting. A stop nut 134 is provided on shaft 113, adjacent bearing 126, 3

for a purpose appearing in the description of the operation below.

As the specific construction of this transmission unit taken by itself is no part of my present invention it may simply be briefly noted that the pinion 112 is mounted on a smooth part of shaft 113 and that a nut 128 cooperates with a threaded portion 129 of the shaft. The pinion 112 is secured to a barrel member 130, which in turn is connected to a flange 131 on the nut 128 in a manner to prevent relative rotation of nut and pinion, but to permit relative longitudinal movement of the nut within the barrel limited by stops 135. A heavy coil compression spring 132 surrounds shaft 113 and abuts the adjoining faces of pinion 112 and nut 128. Further detailed description of the transmission unit is dispensed with for the reason above noted.

The operation of the form of my invention just described is substantially as follows: The airplane being located on the flying field with shaft 116 in substantial align- 107 then'transmits torque by way of flexible shaft 120-through the clutch 121117, through shaft 116 to beveled pinion 115. linion 115 rotates the beveled gear 114 which. being rigidly connected with shaft 113, causes the same to rotate. In view of the inertia of the assembly, made up of pinion 112, nut 128 and the associated elements the nut will not.rotate with" the shaft and will. therefore, be moved longitudinally along the shaft in a manner readily understood. pushing the pinion 112 through spring 132 until this pinion reaches stop nut 134.

The pinion being now enmeshed with gear ring 111 and limited against further translation by stop nut 13. 1, the nut '128 will continue to move along the shaft by compressing spring 132 until stops 135 are reached by the nut, when it can no longer-move forward but is compelled to rotate with the shaft, imparting a cranking torque to the engine. When the enginestarts under its own power, the gear ring 111 transmits to the nut 128 by way of pinion 112, a rate of rotation greater than that of the shaft, thus causing the nut to overrun the shaft and to move longitudinally to draw the pinion out of mesh with the gear ring.

The engine now rotating under its own power and the airplane being permitted to start locomotion, clutch member 117 will move with the. airplane away from Sta-- tionary motor 107 and its attached clutch member 121. This will cause automatic separation of clutch elements 117 and 121. The flexible shaft 120, as is obvious, will readily yield to the undercarriage 2 or other airplane parts in whose path it may be.

Although I have shown my. motor 107 disposed in a well below the ground, it is to be understood that this motor may be placed in any desired position relative to the airplane and out of the path of its motion immediately after starting.

It is also to be understood that although I have provided means for automatically effecting both meshing and de-meshing of the pinion and the gear ring, beneficial results may be obtained by performing either or both of these functions without the automatic feature.

As to both forms of the invention above described, it is to be understood that cranking power may be applied with good results to the engine through means other than a geared ring such as shown at 9 and 111.

It is also to be understood that my method quick-detachable connection Igni-- of operation is independent of whether the is automatically or manually broken. It is further to be noted that my method of operation may broadly be carried out by moving the source of cranking power into proximity to the airplane to effect starting instead of positioning the airplane in proper location relative to a fixed source of power. As regards all these matters, I prefer to construct my apparatus and carry out my method in the specific manner set forth in the drawings.

My invention is, of course, not limited in its application to airplanes, but may be employed to advantage in connection with any form of aircraft or combined aircraft and watercraft. heavier or lighter than air.

It will thus be seen that there is herein described apparatus and a method of operation in which the several features of this invention are embodied, which apparatus in its action. and which method in its execution, attain the various objects of the invention and are well suited to meet the requirements of practical use.

As many changes could be made in the above construction and method and many apparently widely different embodiments of this invention could be made or executed without departing from the scope thereof, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

Having described my invention what I claim as new and desire to secure by Letters Patent is:

1. In starting apparatus for airplanes and the like, in combination, an airplane engine, a source of cranking power external of the airplane, a qu iclodetachable connection between said source and said engine, adapted to separate upon said airplane starting locomotion, and means for relieving the strain exerted by said airplane on said connection prior to separation.

2. In airplane starting apparatus. in combination, an engine, a starting motor apart from the airplane, a driving connection between said motor and said engine, and a quick-detachable joint in said connection, comprising a socket member on saidairplane, and a cooperating plug member connected to said motor, said members being non-circular in cross-section. I

3. In airplane starting apparatus, in combination. an engine, a starting motor apart from the airplane. a driving connection between said motor and said engine, a quick-detachable joint in said connection comprising a socket member, substantially at an exposed surface of said airplane, a cooperating plug member connected to said motor, means for impositively holding said plug and socket members in cooperation, said members being non-circular in crosssection to transmit torque.

4. In airplane starting apparatus, 1n combination, an engine, a starting motor apart from said engine, a power transmission between said motor and said engine, normally disconnected from said engine, means for causing connection of said transmission with said engine prior to cranking by said motor, and means to permit severing'of said transmission before the airplane leaves the ground.

5. In airplane starting apparatus, 1n combination, an engine, a starting motor apart from said engine, a power transmission between said motor and said engine, normally disconnected from said engine, means for causing connection of said transmission with said engine prior to cranking by said motor, means for automatically disconnecting sa1 transmission from said engine upon starting thereof, and means to permit severing of said transmission before the airplane leaves the ground.

6. In airplane starting apparatus, in combination, an engine, a starting motor apart from said engine, a ower transmission between said motor an said engine, normally disconnected from said engine, means for causing automatic connection of said transmission with said engine upon startingof said motor, and automatic disconnection upon starting of said engine under its own power, and additional means for automatically severing said transmisslon upon locomotion of said airplane.

7 In airplane starting apparatus, in combination, an engine, a starting motor apart from the airplane, a power transmission between said motor and said engine, means for disconnecting said transmission from said engine upon starting thereof, and means for severing said transmission when the airplane starts locomotion.

8. In airplane starting apparatus, in combination, an engine, a starting motor apart from said engine, an automatic transmission element mounted on said airplane, and means for permitting connection and disconnection of said motor and transmission member.

9. In apparatus of the character described, in combination, an airplane, an engine there for, a starting motor apart from said airplane, a flexible transmission member connected to said motor, a transmission member including a screw shaft mounted on said ai lane for cooperation with said engine, an d a quick-detachable connection between said transmission members.

10. In apparatus of the character described, in combination, an airplane, an en-' gine therefor, a screw shaft transmission member operatively disposed with respect to said engine, a driving member for said screw shaft accessible from the exterior of said airplane, a starting motor apart from said airplane, and means for transmitting cranking torque from said motor to the accessible part of said driving member.

11. In apparatus of the character described, in combination, an airplane having a fuselage, an engine therefor, a screw shaft transmission member operatively disposed with respect to said engine, a driving shaft geared to said screw shaft, and terminating substantially at the lower surface of said fuselage, a starting motor apart from said airplane, a flexible shaft for transmitting cranking torque from said motor to said driving shaft, and quick-detachable means between said flexible and said driving shafts.

12, In apparatus of the character described, in combination, an airplane having a fuselage, a starting motor apart from said airplane, said motor havin a vertical shaft, an extension on said sha t projecting into said fuselage for transmitting cranking torque to said engine, said extension having a quick-detachable connection at the surface of said airplane, a part of said extension exterior of said airplane being flexible.

13. In apparatus of the character described, in combination, an airplane including a fuselage, an engine, a source of power apart fromrthe airplane, a power transmitting connection between said source and said engine, and a quick-detachable joint in said connection having one element carried by said airplane and disposed between said engine and an adjacent portion of the fuselage surface and the complementary member connected with a source of power, whereby upon starting of the airplane the joint will be automatically disconnected and the source of power with the-complementary joint element left behind.

14. In apparatus of the character described, in combination, an airplane including a fuselage, an engine, a starting motor apart from the airplane, a power transmitting connection between said motor and said engine, said connection including a quickdetachable cou ling having one element carried by said airplane and disposed between said engine and the fuselage surface and the complementary member connected to said motor, whereby upon starting of the airplane, the coupling will be automatically disconnected, and the motor with the complementary member will be left behind.

In testimony whereof, I have signed my name to this specification this 30th day of December, 1918.

JosnPH BIJUR. 

